Railway safety appliance.



G. A. THORSLEND.

R ILWAY SAFETY APPLIANCE. APPLICATION FILED JULY 3, 1911.

3 SHEETSSH EET 1..

Patented Apr. 15,1913.

'0. A. THORSLEND. RAILWAY SAFETY APPLIANCE.

APPLICATION FILED JULY 3, 1911.

Patented Apr. 1'5, 1913.

3 SHEETS-SHEET 2.

G. A. TH'ORSLEND, RAILWAY SAFETY'APPLIANOE. APPLICATION FILED JULY 3, 1911.

1,059,088, I Patented Apr. 15,1913.

r I 3 SHEETS-SHEET 3.

gaffe/PI. 4M .271 6 213871-- :Ffi Jami UNITED STATES; PATENT OFFICE.

CHARLY A. THORSLEND, OF BERWYN,

To all whom iignay concern Be it knowndirat I, CHARLY A. THORS- LEND, acitizen of the United States, and a resident of the city of Berwyn,county of Cook, and State of Illinois, 'have invented certain new anduseful Improvements in Railway Safety Appliances, for which I filedapplication for patent July 3, 1911, Serial No. 636,621.

My invention relates to improvements in railway safety appliances andhas for its Object the production of a mechanism of this characterthrough the medium of which a locomotive may be automatically stopped inthe event of disregard of danger or stopping signals by the engineer orfireman.

A further object is the production of a. safety mechanism as mentionedwhich will be of durable and economical construction and efficient inoperation.

With these objects in view my invention consists in a railway safetyappliance characterized as above mentioned and in certain details ofconstruction and arrangement of parts hereinafter described and claimed.

My invention will be .best understood by reference to the accompanyingdrawings forming a part of this specification, and in which,

Figure 1 is a side elevation of an ordinary railway traekupon which ismounted a locomotive equipped with mechanism embody ing my invention,portions of the locomotive being broken away in order to exposeunderlying parts, Fig. 2 is a detail side elevation of the rearward endportion of the locomotive boiler, Fig. 3 is asec'tional detail of valvesincluded in the construction, Fig. 4 is a sectional detail of thepressure varying valve included in the construction, Fig. 5 is a topplan view of the forward end portion of the frame of the locomotiveequipped with my construction, Fig. 6 is an enlarged sectional sideelevation thereof, Fig. 7 is an enlarged longitudinal section of theupper portion of the construction shown in Fig. 6, and Fig. 8 is adetail of the lever included in the construction shown in Figs. 6 and 7.i

Referring now to the drawings 1 designates an ordinary railway trackadjacent to which and at one .side thereof is arranged a suitablesignaling device or semaphore.

Arranged for travel upon the track 1 is a locomotive of any ordinary orpreferred construction, 23 indicating the boiler and Specification ofnew Patent. Application filed July 3, 1911. Serial No; 636,821.

mowers.

RAILWAY SAFETY APPLI ANCE.

Patented Apr. 15, 1913.

24 the longitudinally extending base or frame bars thereof. The forwardends of the frame bars 24 are connected by a transversely extendin bar25 to the respective extremities of which are fulcrumed curved contactlevers 26, the rearward free ends of said levers being slidably suport-ed upon brackets 27 saidends of said evers being bifurcated for thereception of said brackets. Leaf-springs 26 engaging against the innersides of the rearward free ends of said levers serve to normally holdsaid ends at their outward limits of movement, as clearly shown in Fig.8. The levers 26 are arranged coplanar with rollers 14 on the arms 13 ofthe signaling device, so that when the locomotive passes either of saiddevicethe outer ends of the arms 13 will contact and effect the inwardrocking of the rearward or free end of the lever 26 provided at theadjacent side of the locomotive. By providing levers 26 of curvedconstruction as shown it'is clear that provision is made whereby whenthe locomotive is running backward operation of said levers by the arms13 will be effected in just the same manner as when the locomotive ismoving forward. The rollers 14 are provided to alleviate friction, andlevers 26 are arranged at both sides of the locomotive in order that onewill always be positioned for engagement with the contact post no matterwhich side of the locomotive is adjacent thereto.

The forward ends of the levers 2c are connected by means of rods 28 withbell-crank levers 29,-the inner ends of said lcvers ZQ being positionedfor engagement against the rearward side of the head 30 of the slidingpin 30. lhe arrangement is such that inward movement. of the rearwardends of the levers 26 effects rocking of the bell-cranks .29, suchrocking of either of the latter effecting forward movement of the. pin30. The rearward end of the pin 30 is operativcly connected with thelower end of a bell-crank 3Lwhich is fulcrumed at 31. to a bracket 32,the opposite end of said hellcrank being connected with a rod 33 whichis pivotally connected at its upper end with an arm 34 the forward endof which is pivotally connected with t-hefree end of a hook or detent 35pivoted at 36 to the underside of the adjacent running board 37 of tholocomotive. Fulcrumed at 33 to the brark 32 is a lever 39 comprising thelongitudinal members 39 which are spaced apart and rigidly connected bypins 40, 40 and 40". The upper end of the lever 39 projects through aslot 37 provided in the running board 37, said slot 37 serving to limitthe amplitude of oscillatory movement permitted said lever. Acompression spring 41 inclosed in the h'ousing42 is arranged. forcooperation with the lever 39, said spring being adapted to move thelever 39 to its forward limit of oscillation. Said lever 39 is held atits rearward limit of oscillation, or in the position shown in Figs. 9and 10 through the medium of the detent- 35 which is adapted to engagethe transverse pin -l()- of said lever. The arm 34, when the detent 35is in engagement with the pin it) rests upon the upper side of said pinso that downward rocki'ng of the rearward or free end of said arm 34will effect the upward movement of the forward or free end of the lever35 to release said pin 40. Hence with this construction it will beobserved that upon forward movement of the pin 30 as is caused bydepression of the rearward or free end of either of the levers 26, thelever 39 will be released it being clear that such forward movement ofthe pin 30 effects through the medium of the bell-cranlr 31 and the rod33 downward rocking of the rearward end of the arm 3st. 7

Connected at its forward end with the upper end of the lever 39 is a rod43 which extendsrearwardly therefrom, said rod being slidably mounted inguide blocks 44 provided upon the upper side of the running board 37 andthe adjacent side of the boiler 23-}. The arrangement is such as will beobs-erved that forward rocking of the lever 39 which is affected asabove described upon depression of the rearward free end of either crosshead 50 which is slidably mounted upon a bracket 51 secured to thecylinder 47 and the rearward end of the boiler 23. Carried upon thecross head 50 is an out.- wardly projecting roller arm 52 which 1sarranged coplanar with the throttle lever 53.

The latter as is known is held at its various positions of adjustmentthrough the medium of a pawl device 54 which engages with a segmentalrack 55, movement of said lever being effected only after operation ofsaid pawl device to effect release thereof. The

,8 and hence the piston rod 4.8), said roller 52 will first rock theljicll-ci'anl: as to effect release of the throttle lever, continuedmovement of the piston in this direct ion effecting forcing of thethrottle lever to throttling or stopping position. With this arrangementthen it will be seen that forward movement of the piston 48 will effectautomatically the release of the throttle lever and the rocking thereofto stopping position.

The cylinder 47 is connected by a pipe 57 with the compressed airreservoir 58 of the locomotive, the arrangement being such thatcompressed air fed to the cylinder 47 through said pipe 57 will bedischarged into the forward end of said cylinde' for operation upon thepiston 48 to effect rearward movement thereof as above m at ....:cd.lnterposed in the pipe 57 a poppet valve adapted when in seated or in ris d position to shut off comn'iunicai'ion lit-tween the res-- crvoir 5Sand the cylinder ii. a c mpression spring GObeing provided for normallyhold ing the valve an in seated pos t n. Also provided in the pipe 57 isa valve o1 which controls communication between the passage through thepipe 57 and. exhaust ports (i l. the arrangement beingsuch that whensaid valve is unscated. as shown in Fig. (3 exhaust from the pipe 57will be permitted and when said valve is in seated position such exhaustwill be stopped. A compression spring (33.

provided to normally hold the valve ("11 in seated position. The valves55) and (31 are so arranged that the exteriorly projecting ste isthereof arc disposed for engage ment with the contact fingers and 46respectively of the rod 4 3. The arrangemcnl is such that upon forwardmovement of the rod 43 in the manner above described through release ofthe lever 39. contact 45 will engage the stem of valve 59 to effectopening of the latter. contact to being in this movement of the rod #3moved out of engagement with the stem of valve H1 to per- .mit ofclosing of the latter. With this arrangement then upon forward movementof the rod 43 communication will be established between the reservoir 58and the cylinder -i-T to effect for and movement of the piston 48 andconsequently release of the throttle lever 53 and movement thereoftoward stopping position.

The rod 43 is returned to normal position through the medium of a handoperable lever 64: which is fulcrumed intermediate its ends to a bracket65, the lower end of said lever 64 bein connected with the rearward endof the rod 43. With the rod43 in nor-.

mal position that is at its rearward limitof movement the contact 4.5will be positioned out of engagement with the stem of valve 59, thecontact 46 .being positioned in 'engagement with the stem of valve 61main taining the latter in open position. Hence under normal conditionsthe air will be exhausted from cylinder 47 and the piston 48 manuallypositioned at its forward limit of movement with the contact roller 52in position' out of engagement with the ball-crank 56 ot the throttlelever 53,, permitting of free manual operation of, the throttle lever bythe engineer or fireman.

Connected with the reservoir 58 is the pressure pipe (lti of theair-brake system of the locomotive. Interposed in the pipe 66 is theusual engineers valve or controller 67, 67. designating the. controllinglever through the medium of which 'the pressure in the brake system maybe controlled in order to effect setting or release of the brakes. As isknown by those familiar with this construction decreasing the ressure inthe brake system will eti'ect setting of the brakes. the controller 67is an exhaust valve which comprises the casing 68, the poppet valve 69which is held normally seated by a compres- *sion spring 70, an exhaustport 72, and a piston 73 which is mounted for operation in the lower endof the cylinder 68. The arrangement is such that the exhaust of air fromthe brake system pipe 66 will be effected upon elevation, or. opening ofthe valve (59. The lower end of the cylinder 68 is connected by means ofa pipe 74 with the pipe 57, the point of connection with said pipe 57being as will be observed intermediate the valves 59 and 61 and thecylinder 47. With this arrangement it will be seen that upon opening ofthe valve 59 in the manner above described the compressed air from thereservoir 58 which by such opening of said valve. passes into the upperend of the pipe 57 will enter the pipe 7t'a'nd the lower end of thevalve casing 68 to act upon. the piston 73 in order to effect upwardmove mentor opening of the valve 69. With this arrangement then uponforward actuation of the rod 43 in addition to release of the throttlelever 53 and movement thereof to stopping position, the pressure in thepipe 66 that is in the air-brake system will be varied, more preciselyreduced, such variation or reduction of pressure as above mentionedbeing surlicient to effect setting of the brakes and consequentlystopping of the locomotive and train.

With a construction as above set forth then it will be seen thatprovision is'made whereby in the event of the engineer or tire-Interposed in the pipe 66 below.

man disregarding the danger signal as in dicated by the semaphore, thelocomotive regardless of any action on the part of engineer or firemanwill be' automatically brought to a stop, since with the semaphore indanger signaling position, upon the passage of the locomotive by eitherone of the actuating or operating posts arranged along the track, thecontact of said posts with either of the levers 26 will effect therelease of the rod 43, the forward movement of said rod and theconsequent throwing of the throttle lever and setting of the brakes.

lVhile I have illustrated and described the preferred form ofconstruction for carrying my invention into effect, this is capable ofvariation and modification without departing from the spirit of theinvention. I therefore do not-wish to'be limited to the precisedetailsof construction set forth, but desire to avail myself of such variationsand modifications as come within thescope of the appended claims. i

Having described my invention what I claim as new and desire to secureby Letters Patent is:

1. In' a railway safety mechanism, the combination with a locomotivehaving a throttle lever provided with a ratchet and pawl and an airbrake system, of a cylinder having a piston. and piston rod therein, ahead on. the outer end of said piston rod, a bell crank lever on saidthrottle lever having one arm thereof in the path of travel of saldhead, a connection between the other arm thereof and said pawl, thearrangement being such that movement of the piston effects engagement ofsaid head'with said bell crank lever whereby the pawl is released fromsaid ratchet and whereby further movement of said piston efiectsmovement of said throttle lever, together with an air supply pipe fromsaid air brake system to said cylinder, a valve in said pipe, areciprocating r0 having a stop thereon, said stop arranged to engagesaid valve whereby a. supply of air is admitted from said air brakesystem to said cylinder, and means for reciprocating said rod, a secondvalve in said pipe and a second stop on said reciprocating rod arrangedto engage said second valve whereby said valve is opened and pressurefrom said cylinder discharged, substantially as described.

2. In a railway safety mechanism, the combination with a locomotivehaving a throttle lever provided-with a ratchet and pawl and an airbrake system, of a cylinder having a piston and piston rod therein, ahead on the outer end of said piston rod, a bell crank leveron saidthrottle lever havsa d head, a connection between the other arm thereofand said pawl, thearrangement being such that movement of the pistoneffects engagement of said head with said bell crank lever whereby thepawl is released from said ratchetand whereby further movement of saidpiston efi'ects movement of said throttle lever, together with an airsupply pipe from said air brake system to said cylinder, a valve in saidpipe, a reciprocating rod having a stop thereon, said step arranged toengage said valve whereby a supply of air is admitted from said airbrake system to said cylinder, and means for reciprocating said rod, asecond valve in said pipe and a second stop on said reciprocating rodarranged to engage said second valve whereby said valve is opened andpressure from said cylinder discharged, a cylinder having a piston andvalve therein, a pipe leading from said air supply pipe to said lastmentioned cylinder a pipe leading from said last mentioned cylinder tosaid air brake system, whereby air pressure operating on said pistonopens said valve and reduces the pressure in said air brake system,substantially as described.

In a railway safety mechanism, the combination with a locomotive havinga throttle lever provided with a ratchet and pawl, and an air brakesystem, of a cylinder having a piston and rod for operating said pawland throttle lever, a pipe connecting said cylinder with said air brakesystem,

a poppet valve in said pipe arranged to admit air from said air brakesystem and said cylinder and another poppet valve in said pipe arrangedto exhaust air from said cylinder, a reciprocating rod having stopsarranged to engage alternately said poppet valves during thereciprocation of said rod, substantially as described.

4. In a railway safety mechanism, the combination with a locomotivehaving a throttle lever provided with a ratchet and pawl, and an airbrake system, of a cylinder having a piston and rod for operating saidpawl and throttle lever, a pipe connecting said cylinder with said airbrake system, a poppet valve in said pipe arranged to admit air fromsaid air brake system and said cylinder and another poppet valve in saidpipe arranged to exhaust air from said cylinder, a reciprocating rodhaving stops arranged to engage alternately said poppet valves duringthe reciprocation of said rod,

means for moving said rod in one direction, and a hand lever arranged tomove the rod in the other direction, substantially as described.

5. In a railway safety r'iechanism, the combination with a locomotivehaving a throttle lever provided with a ratchet and pawl, and an airbrake system, of a cylinder having a piston and rod for operating saidpawl and throttle lever, a pipe connecting said cylinder with said airbrake system, a poppet valve in said pipe arranged to admit air fromsaid air brake system to said cylinder and another poppet valve in saidpipe arranged to exhaust air from said cylinder, a reciprocating rodhaving stops arranged to engage alternately said poppet valves duringthe reciprocation of said rod, means for moving said rod in one direction, and a hand lever arranged to move the rod in the otherdirection, a pipe leading from said first mentioned pipe, a cylinderthereon provided with a piston having a valve at one end of the stemthereof, and an air passage from said cylinder above said valve to theair brake system, the arrangement being such that the stroke of saidpiston opens said valve, exhaust ports in said cylinder beneath saidvalve whereby the pressure in said air brake system is reduced when saidcylinder valve is opened, substantially as described.

6. In a railway safety mechanism, the

combination with a locomotive having a throttle lever provided with aratchet and pawl, and an air brake system, and means for operating saidpawl and throttle lever by air pressure, and valves for regulatingthe'flow and discharge of air, a reciprocating rod having stops thereonarranged to operate said valves alternately, a lever at the end of saidrod and a'third lever connected by mechanism to said second mentionedlever whereby horizontal movement of said. third lever rcciprocates saidrod longitudinally,-substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

GHARLY A. THORSLEND. Witnesses JOSHUA R. H. Porrs, BRAYTON Gr. RICHARDS.

